The EMD SW8

The EMD SW8 was built just prior to the end of production on the SW7. Ironically, while the SW8 was the latest version in EMD's switcher line at the time it was less powerful than the SW7. However, it did feature an updated version of EMD's model 567 prime mover
although outwardly it remained virtually identical to its early
predecessor and practically the same length. The SW8 sold relatively
well (although not as well as either the SW1 or SW7) to both large and
small roads, as well several industries. With the Electro-Motive
Division's opening of its Canadian subsidiary, General Motors
Diesel in Ontario, it also sold a handful of SW8s to northern roads.
The resiliency of EMC/EMD's SW series is something to behold, as the
SW8, like nearly all its counterpart models, continues to be operated in all types of settings from shortline and industrial applications to excursion trains.

The EMD SW8 began production in September, 1950, shortly before the last
SW7s were built in January, 1951. Outwardly, the SW8 was, again, not
drastically different from the SW7 or even the NW2. It featured General Motors' model
D37 traction motors which could produce a modest 36,000 pounds of
starting tractive effort (57,000 pounds continuous) and overall weighed
just 115-tons (which was actually nine tons lighter than the SW7). The
SW8's carbody, as with earlier models, featured the now classic tapered
hood in front of the cab although one visual difference was that it
included only one centered exhaust stack (the SW7, NW2, SW1, and later models almost always had two).

Internally, the EMD SW8's one noticeable difference was its model 567B prime mover, then the newest engine EMD had developed. The eight-cylinder engine
could produce 800 horsepower, which was a step down from the
1,200-horsepower SW7. Still, while the SW8 had fewer sales than its
predecessor it attracted many different lines from Class Is to
short lines and industries. Some buyers ranged from large systems like
the Wabash, Southern Pacific, New York Central, and Rock Island to small
lines like the Roscoe, Snyder & Pacific Railway, Wichita Falls
& Southern Railroad, and Colorado & Wyoming Railway.

Additionally, industries like Wheeling Steel (who bought numerous
examples of EMD's various switchers), Pittsburgh Coke & Chemical
Company, and Columbia Iron & Steel all purchased the SW8. Again, these wide range of
buyers can be explained by the intended use EMD designed the locomotive
which included yard duty, light branch line work, and shuffling cars
through industrial settings. The SW8 had a four-year production run and
when the last model was outshopped in January, 1951 EMD had built some 374 units, which included those constructed by General Motors
Diesel of Ontario, Canada (which had been established only in 1949) and
12 sets of cow-calf TR6s. Buyers from GMD included Algoma Central,
Algoma Steel, Canada & Gulf Terminal, Canadian National, Canadian
Pacific, Dominion Foundries & Steel Company, Dominion Iron &
Steel, Essex Terminal Railway, Steel Company of Canada, and Wabash again
(for use on its line between Detroit and Niagara Falls in Ontario).

EMD SW8 Production Roster

Owner

Road Number(s)

Quantity

Date Built

Aliquippa & Southern Railroad

800-802

3

1953

Atlantic Coast Line

50-59

10

1952

Bamberger Railroad

601-602

2

1952

Boston & Maine

800-807

8

1953

Canton Railroad

40-43

4

1952-1954

Cedar Rapids & Iowa City Railway (Crandic)

91-93

3

1953

Chicago & North Western

801

1

1952

Chicago River & Indiana Railroad

9600-9601

2

1950

Chicago, St. Paul, Minneapolis & Omaha (C&NW)

126-129

4

1951

Chicago, West Pullman & Southern

42-46

5

1951-1952

Cincinnati Union Terminal

30-37

8

1951-1952

Colorado & Wyoming Railway

201-212

12

1951-1952

Columbia Iron & Metal Company

1

1

1953

Cuyahoga Valley Railway

855

1

1953

De Queen & Eastern Railroad

D-3

1

1951

Detroit, Toledo & Ironton

900-901

2

1952

Donora Southern Railroad

802-811

10

1951

Electro-Motive (Demo)

105, 500, 800-801

3

1950-1953

Great Northern

98-99, 101, 801

4

1950-1953

Illinois Terminal

725

1

1950

Kansas City Terminal Railway

61

1

1952

Lackawanna

501-511

11

1951-1953

Lake Terminal Railroad

821-824

4

1951

Lakeside & Marblehead Railroad

13-14

2

1952

Lehigh Valley

128-129, 250-276

29

1950-1953

Louisiana & North West

40-41

2

1950

Ludington & Northern Railway

16

1

1952

Merchants Despatch Transportation Company

15

1

1953

Moneseen Southwestern Railway

22, 26

2

1950-1952

New Orleans Union Passenger Terminal

1-3

3

1953

New York Central

9602-9627

26

1952-1953

Nickel Plate Road

107-114

8

1952

North Louisiana & Gulf Railroad

37-38

2

1953

Pittsburgh Coke & Chemical Company

4

1

1952

Poplar Ridge Coal Company

801

1

1951

Reserve Mining Company

1200-1201

2

1952

Rock Island

811-838

28

1950-1953

Roscoe, Snyder & Pacific Railway

200

1

1953

South Shore Railway

12

1

1953

Southern Pacific

4604-4623

20

1954

Steelton & Highspire Railway

26

1

1953

Tennessee Coal & Iron Railroad

750-754, 770

6

1950-1951

Texas & New Orleans (SP)

12-16

5

1953

Texas & Pacific Railway (MP)

811-818

8

1952

Tremont & Gulf Railroad

75, 77

2

1952

U.S. Army

2000-2040

41

1951

U.S. Steel Corporation

109

1

1951

Unity Railways

53

1

1953

Wabash Railroad

120-121, 125-126, 128-132

9

1950-1953

Wheeling Steel Corporation

1152-1153

2

1950

Wichita Falls & Southern Railroad

801-802

2

1953

Woodward Iron Company

60-61

2

1951-1952

As for the cow/calf TR6 just twelve sets were built; one demonstrator
(that went to Southern Pacific), eight for the Oliver Iron Mining
Company, and three more to SP. Once again, the reliability and
versatility of the SW series has been well represented in the SW8 as
numerous models continue to perform admirably in all types of settings.
Places you can still find SW8s in service include the North Shore
Railroad, Strasburg, Larrys Truck & Electric, Reading &
Northern, Madison, Moldok, Berkshire Scenic Railway, Stelco
Inc., Maryland & Delaware, Mansbach Metal Company, Johnson
County Airport Commission, Relco Locomotives, Colorado & Wyoming
Railway, and the Chicago Terminal.

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